Vaporizing-carbureter for internal-combustion engines.



PATENTED NOV. l, 1904.

C. J. JAGER. VAPORIZING GARBURETER `EUR INTERNAL GOMBUSTION ENGINES.

APPLICATION FILED NOV. 7, 1903.

N0 MODEL.

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UNirnn STATES PATENT Ormea.

CHARLES J. JAGER, OF BOSTON, MASSACHUSETTS.

VAPORIZING-CARBURETER FOR INTERNAL-CONIBUSTION ENGINES- SPECIFICATION forming part of Letters Patent No. 774,079, dated November 1, 1904.

i Application filed November 7, 1903. Serial No. 180,166. (No model.)

T0 all whom t may con/06771,:

a carbureter having a valve arrangement of the novel and improved construction which I presently shall describe and which maintains uniformity in the relative proportions of air and vapor in the gaseous mixture constituting the fuel that is supplied to the engine or other place of consumption throughout variations in the speed of the engine or otherwise in the rate of consumption and accompanying variations in the rate of iow of air through the carbureter.

I haveshown in the drawings a carbureter embodying the invention in the form in which I have actually reduced the invention to practice. lVhile I shall carefully explain thc construction of the said embodiment as the same is illustrated in the drawings, it is to be understood that the precise form, construction, and arrangement which are illustrated in the drawings are not of the gist of the invention and that various details which are shown and to which I shall make reference may be changed or omitted without involving departure from the .spirit of the invention.

In the drawings, Figure 1 shows in vertical section a carbureter containing the embodiment aforesaid of the invention. Fig. 2 shows detached the movable valve.

Having reference to the drawings, at a is represented a portion of a fuel-supply pipe which in practice is connected with the cylinder or other combustion-chamber of an engine of the class aforesaid. The passage through the said pipe constitutes the main fuel-supply passage. Within the pipe a rises centrally a pipe I), which latter in practice is supplied with the hydrocarbon from -which is produced the vapor that unites with the air iiowing through the pipe a to form the gaseous mixture constituting the fuel which is consumed in the engine. The pipe a is formed with an opening' a at one side thereof and with a projectingr-im a2 around the said opening. To the outer portion of the said rim is applied the flange c, that is formedat one end of a stand c', the said stand having also a circular enlargement or boss c2, which fits within the opening a. The stand c' has a longitudinal bore or passage-way c3 formed therethrough,

such passage-way opening at the inner end of the boss or enlargement c2. The lower end of the pipe is bent so .as to extend at right angles with respect to the main portion of such pipe and extends into the opening a', its extremity being inserted into the inner end of the passag'e-way c3 and being secured iixedly therein. The outer end of the passage-way ci2 is enlarged to form a valve-chamber ci, and within the said valve-chamber works the needle-valve c5. The inner end of the'stem of the needle-valve serves to control the low of hydrocarbon' into and through the passageway. An entrance-port c communicates with the valve-chamber at the outer side of the valve-seat. The said entrance-port extends downward through the top of the stand c' to the valve-chamber. AThe stand c' supports a glass cylinder d, the latter constituting the body ofa cup which in practice contains-a quantity of the hydrocarbon with which the pipe 7) is supplied. The stand c is formed at its Lipper side with a seat for the lower end of the glass cylinder cl, a ring of cork CZ being applied to the said seat to constitute a cushion and packing for the lower end of the glass cylinder. A cap (Z2 is applied to the upper end of the glass cylinder, a similar ring of cork Z3 being interposed between the said upper end and the said cap. The space within the cylinder l is known usually as the iioatchamber, it containing, in practice, a float, and having in connection therewith a valve by means of which communication with a storage-reccptacle is controlled, the action bcing to maintain automatically a constant level of the hydrocarbon within the cylinder in order that the hydrocarbon may always rise within the vertical portion of the pipe to within a predetermined distance of the upper end of the said pipe. The float, &c., are well known and form no part of the invention.

Accordingly I have omitted them from the drz'iwings as unnecessary to be shown herein.

lu operation the hydrocarbon Hows from the float-chamber through the port c at theI bottom thereof into the valve-chamber c* and past the valve through the passage-way c into the pipe f7). The air which travels through the pipe n. under atmospheric pressure on its way to the engine takes the hydrocarbon by aspiration from the upper end of the pipe in the form of vapor. For the purpose of controlling' the richness of the mixture the needle-valve c" is provided, in connection with the passage-way c3, in order that by adjustment thereof the rate of iow of the hydrocarbon from the fioat-chamber through the passage-way i into the pipe 7; may be regulated at will. The knurled head of the stem of the said valve is located at the outer end of the stand c and is accessible exteriorly of the carburetor for convenience of manipulation and in order to enable the rate of How to be changed whenever deemed necessary in the use of the carbureter.

Tithin the pipe a between the hydrocarbon-pipe I; and the inlet end of the said pipe c-that is to say, below the said pipe in the drawings-wa reticulated or foraminated diaphragm c is located. Preferably this diaphragm is formed of line wire-gauze. This diaphragm serves a twofold purpose. It strains solid matters from the air flowing through the pipe n and in addition breaks up the body or volume of air, dividing it into a number of small streams or currents and causing a lively movement of the air within the subsequent portion of the pipe as it passes the upper end of the hydroearbon-pipe Thereby a more perfect intermingling of the air with vapor from the hydrocarbon within I pipe is insured. For the purpose of permitting additional volumes of air to enter the pipe e when required a series of inlet-ports a3 t3 is formed through the shell of the pipe (t around the vertical portion of the hydrocarbon-pipe 7). in connection with the said inlet-ports (1.31 employ for the purpose of regulating automatici lly the iuliow of air through the said ports the valve which I will now describe. The said valve consists, essentially, of a cylinderf, having a sliding fit within the interior of the pipe a and having its upper end furnished with a reticulated or foraminated diaphragm j", preferably of linely-meshed wire-gauze. The valve occupies normally a lowered position in which its lower end rests upon a ledge c", that is formed upon the inl l l l i l l l l l l l l i r l l l l i l terior of the pipe ,f/f. In this position the shell of the valve closes the air-inlet ports nf. The valve occupies this position during the running of the engine at slow speed. /Vhen the speed of the engine increases, theair passes through the pipe a on the way to the engine with a correspondingly-increased rate of flow. lith this increased rate of How it tends to take up a greater proportion of hydrocarbon vapor, which would render the fuel too rich for satisfactory results in its combustion within the engine if not compensated for. The increased velocity of the How of the air through the pipe a operates, however, to lift the valve f' to a degree corresponding with the increase in the rate of fiow of the air through the pipe (t, therebyn uncovering the air-inlet ports af. The uncovering of the said air-inlet ports .3 permits air to enter therethrough. In this manner the relative proportions of air and vapor in the fuel are kept the same, whatever may be the rate of fiow to the engine. The diaphragm f of wire-gauze is important, inasmuch as the air not only acts upon the same with a tendency to lift the valve, but in passing through the meshes thereof the air and vapor are caused to become thoroughly intermixed and commingled, so that the fuel is of uniform composition throughout its volume.

For the purpose of limiting the upward movement of the valve f within the pipe t a `stop is provided. the said stop is constituted bya split ring /t of spring-wire, which is seated within a groove that is formed for its reception in the inner wall of the pipe a. A portion of the thickness of the wire of the said ring projects inwardly into the passage of the pipe a, so that when the valve rises within the said pipe the upper end of the valve shall encounter the said portion of the ring.

The diaphragm e has another function in addition to those which have previously been referred to herein. 1n practice in case of overiiow of hydrocarbon at the upper end of the pipe which may occur either accidentally or intentionally, the portion of hydrocarbon which escapes from the upper end of the pipe will drip onto the diaphragm @and be caught thereby. This portion of hydrocarbon being exposed advantageously to the volume of air passing through the fuel-supply pipe will be taken up thereby in the form of vapor. Thereby accumulation of liquid hydrocarbon in a bend or the like of the fuelsupply pipe will be prevented. Moreover, when the overfiow is caused to take place prior to starting up the engine, the combination of the vapor from such overflow with the air passing through the fuel-supply pipe I will produce a rich fuel-mixture, facilitating thereby initial movements of the engine. The overow may be caused to occur intentionally in practice, as in starting up by de- In the present instance IOO pressing by hand the cork or float (not shown) within the float-chamber, as by means of the pin (Z9, working through a hole at the center of the cap (Z2 and normally supported in an uplifted position by means ofthe expansion spiral spring (ZS. The said spring encircles the upper portion of the length of the pin, being partly received within the enlarged upper portion of the bore through the central projection or knob b21 of the` cap Z2 and being located between the head of the pin and the bottom of the enlargement of the said bore.

Tith each arrest in the inflow of the gaseous fuel into the engine on the closing of the inlet-port of the engine the gaseous contents of the fuel-supply pipe o experience a check in their flow through such pipe. This check is accompanied by a species of recoil which tends to produce outward iow of the said contents through the air-inlet ports a3 when the latter are open. Thus the air-inlet ports a3 being open at each arrest of the inliow of the fuel into the engine a certain portion of the contents of the pipe a passes out through the said air-inlet ports as. For-the purpose of confining the fuel mixture which thus passes out through the air-inlet ports as, so as to prevent the escape of the same into the atmosphere and of causing the same to return subsequently into the pipe a, a casingtube g is placed around the pipe a, the lower end of the casing-tube resting upon an exterior ledge a, with which the pipe a is provided below the level of the air-inlet ports a3. A ring or cap g closes the opening between the pipe and casing-tube at the top of the latter. To permit of the entrance of air into the space between the pipe and the casing-tube, air-inlet openings g2 are formed through the casingtube near its upper end. Air entering through the said openings g2 and filling the space between the pipe a and the casing-tube g flows when permitted so to do by the uplifting of the valve f from the lower portion of the said space through the air-inlet ports a3 to the interior of the pipe af. lt will now be clear that when the check in the onflow of the gaseous contents of the pipe a takes place and the recoil causes a portion of the said contents to issue through the air-inlet ports a3 into the space that is inclosed by`the casing-tube g such portion is retained within the said space. The next onward movement of the contents of the pipe a will draw the portion of gaseous mixture which thus escapes through the ports a3 back within the pipe a together with an additional quantity of air.

I claim as my invention l. A vaporiZing-carbureter having the main passage, the hydrocarbon-pipe located within the said passage, the air-inlet ports to admit additional quantities of air, and the automatic valve provided with the reticulated diaphragm through which the combined air and vapor flow.

2. A vaporiZing-carbureter having the main passage, the hydrocarbon-pipe located Within the said passage, the air-inlet ports to admit additional quantities of air, the automatic Valve provided with the reticulated diaphragm through which the combined air and vapor iiow, and a valve to regulate the rate of flow through the said hydrocarbon-pipe exteriorly accessible for purposes of adjustment.

3. A vaporizing-carbureter having the main passage, the hydrocarbon-pipe located within the said passage, the reticulated diaphragm adjacent the said pipe and through which the air passes before reaching the discharging end of the said pipe, the air-inlet ports to admit additional quantities of air, and the automatic valve provided with the reticulated diaphragm through which the combined air and vapor flow.

4. A v aporizing-carbureter having the main passage, the hydrocarbon-pipe located within the said passage, the reticulated diaphragm adjacent the said pipe and through which the air passes before reaching the discharging end of the said pipe, the air-inlet ports to admit additional quantities of air, the automatic valve provided with the reticulated diaphragm through which the combined air and vapor iow, and a valve to regulate the rate of flow through the said hydrocarbon-pipe exteriorly accessible for purposes of adjustment.

[n testimony whereof I affix my signature in presence of two witnesses.

CHARLES J. JAGER.

Vitnesses:

GHAs. F. RANDALL, WILLIAM A. COPELAND. 

